Engine-starter.



H. G. O'NEILL.

ENGINE STABTEB.

APPLIOATIOE !ILED IAY 29 Patented July 28, 1914.

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ITOIMIEY wrrsssss UNI ED STATES PATENT OFFICE HENBY G-IBSON O'NEILL, OF NEW YORK, Y., ASSIGNOB OF ONE-HALF TO CGNRAD HUBEBT, OF NEW YORK, N. Y.

ENGINE-STARTER- Specification of Letters Patent.

Patented July 28, 1914.

Application filed May 29, 1913. Serial No. ?70,619.

To all whom it may concem Be it known that I, HENRY GIBsoN O'NEILL, a citizen of the United States, residing in the -borough of Manhattan, cty of New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Engine-Starters, of which the following is a specification, reference being had therein to the accompanying drawings, forming part thereof.

My invention relates to eleotrically operated engine starters for starting internal combuston engines, particularly those of automobiles, and the present improvements relate more articularly to means for connecting a com ined dynamo and motor, or dynamo-motor, (also called a dynamotor)- with the engine to start the engine at one speed ratio between the dynamo-motor operated as a motor and the engine, and for connecting the engine with the dynamo-motor to actuate the `dynamo-motor as a dynamo at a different speed ratio between the engine and dynamo-motor.

An important object of my invention is to produce an electrically operated engine Starter particularly well adapted for appli: cation to automobiles which have .already been built and in which no provision has been made for the accommodation of an engine Starter; and, more particularly, to produce such an engine starter adapted to be installed at the front of the car.

Other objects of my invention are inexpensi'veness of manufacture and installation, convenience of installation, Simplicity and compactness of Construction, durabi'lity, reliability in' operation, keeping the apparatus cool, accessibility, automatic change of the dynamo-motor from a motor to a* dynamo and vice Versa, neatness and symmetry of appearance, and other advantages which will hereinafter appear.

My invention includes an improved ar- 'angement and combination of enginestarting electric motor, gearing and intermediary connections with the engine, the motor being at one side of the engine shaft and the gearing at the other, with the engine-connected parts between the. motor and the gear-ing.

My invention also includes, in combination, reducing gearing, havin novel clutching means incorporated theren, and my invention further includes features of construction and combinations of parts as will appear from the followin description.

I shall now describe tie electric' starter embodying my invention illustrau. in the accompanying drawings and shall thereafte' point out my invention in claims.

F igure 1 s a front elevation on a redtced scale of an automobile equipped with my improved engine Starter: Fig. 2 is a vertical longitudinal section of the Starter casing with the mechanism mostly in elevation, but partly in section. Fig. 3 is a transverse section on a plane inacated by the line 3-3 of Figs. 2 and 7'. F ig. 4 is a similar View indicated by the line 4 4. F ig.i is a partial horizontal longitudinal section on a plane indicated by the line 5-5 of Fig. 2. F i 6 is a partial transverse section on a ane indicated by the line 6-6 of Fig. 2 as vewed rrom the r ht. F ig. 7 is an enlarged vertical longitu inal section of the mechanism appearing at the center and left in Fig. 2.

Tue .parts of the engine-starting mechanism are distributed substantially equally as to weight at both sides of the engine shaft.

1 and are contained within an outer casing of symmetrcal appearance, as appears n l `igs. 1 and 2, The symmetrical casing is made up of similar end caps 2, similar cylindrical shells 3 and a symmetrical gear cover 4 at the middle; all rigidly joined t gether, as by longitudinal rods 5, to form a symmetrical strong and rigid combined casing and supporting frame, of which the end caps 2 are adapted tobe bolted to the side frame of an automobile chassis at the front of the engine, as appears in Fi s. 1 and 2.

Any sutable Construction of ynamo-motor 6 may be employed. The armature shaft 7 of the dynamo-motor 6 extends the length of the supporting and inclosing casing and at its ends is shown as mounted in ball bearings, comprising su porting bearings and thrust bearings, in t e end caps 2. The ar oo mature shaft -7, at the other side ofthe engine shaftl from the dynamo-motor 6, is directly connected to a two-part gearing carrier 8-, which' also forms a gear-inclosing case, through a cone friction clu'tch 9 controlled by a centrifugal governor having governor balls 10.

Two concentric spur pinions 11 and 12,

shown as of the same diameter, but difl'ering as to number of teeth, are located cenb&

trally of the gearing carrier 8 and coneentric with the armature shaft 7. The pinion 11 is shown as havin thirteen teeth and the pinion 12 as having ourteen teeth, the spacing of the teeth in these two inions being correspondingly slightly di erent. The thirteen-toothed pinon 11 is an abutment pinion which remains stationary during the engine-starting operation, and the fourteentoothed pinion 12 'is an engine-starting pinion which is rotated to efl'ect the starting of the engine.

The abutment pinion 11 is shown as keyed to an inner anchor sleeve 13, which immediately surrounds the armature shaft 7 and extends back to the dynamo-motor 6, where it is adapted to be anchored against rotation in the direction of torque corresponding to the engine-startin operation by means of a unidirectional c' utch or ratchet device shown as comprising a ratchet disk 14 keyed on the end of the anchor sleeve 13, and a stationary cup-shaped cluteh ring 15 fixed on a journal box 16 supported by the central -gear cover 4, usual clutch balls being interposed, as shown, between the ratchet disk 14 and the gripping cup 15.

The engine-startng pinion 12 is fixed on the inner end of an' engine-connected and -engine-starting outer sleeve member 17 which surrounds the inner or anchor sl'eeve 13. Rotation at a reduced rate, corresponding to the difference in the number of teeth 'between the abutment pinion 11 and the engine-starting pinion 12, is imparted to the engine-starting sleeve 17, through the engine-starting pinion 12, by means of one or more, shown as two, planetary pinions carried by the gearing carrier 8 and .jour- ;naled on bushings 18 supported by bolts 19 which also hold together the two parts of the gearing carrier 8. Each of the planetary pinions 20 and 21 meshes with both the abutment pinion 11 and the engine-starting pinion 12. It should be noted that one planetary pinion would impart the desired rotation to the engine-starting pinion 12, but two are used for increased strength and also for convenient centrifugal balancing of the parts carried by the gearing carrier 8, and more than two planetary pinions could be employed if desired. The planetary pinion 20 s own as havingone se't of teeth which mesh with alined' teeth in the concentric abutment and engine-starting pinions 11 and ,12. The' planetary pinion 21 has two sets of teeth in ofl'set-relation so as to properly mesh with the ofl'set teeth of the pinions 11 'and 12 at apont diametral to the meshing point of the pinion 20. This relationship is readily apparent by comparing Figs. 3 and 4. v

As the planetary pinions re olve about the concentrie pinions .11 and12, :it will be seen that for' each such revolution, ccrresponding to a rotation of the armature shaft 7, the engine-starting pinion 12 will be stepped up or moved forward an angular distance equal to the difference in the number of teeth it has over the abutment pinion 11, which in theconstruction illustrated is one tooth. From this it appears that it will require fourteen' rotations of the armature shaft 7 to impart one rotation to the engine sleeve 17.

It should be explained that, in accordance with the same principle, to obtain a different ratio of reduction, the total number of teeth in the concentric equally diameter-ed pinions, such as 11 and 12, should be increased or decreased by the same number. For example, if the abutmet pinionbe given twenty teeth, the engine-starting pinion should have twenty-one teeth; giving in such case a gear reduction of one to twenty-one. Of course, the common diameter of the pinions 11 and 12 may be varied to accommodatc the desired number of teeth of proper size and strength It should be' noted that the number of teeth on the planetary pinions does not afi'ect the ratio of reduction, and these pinions may be of any diameter and with any corresponding number of teeth which will smoothly mesh' with the central pinions 11 and 12, but should be as small as permissible, so as to economize space. In the construction illustrated, each of the planetary pinions has thirteen teeth. The teeth of all the intermeshing pinions 11, 19, 20 and 21 are shown. as straight spur teeth, but, of course, other forms of gear teeth, for example, herrngbone teeth or spiral teeth, could be employed if desired without in any manner affecting the principle of operation.

It will be observed thatthe steppingxforward of the rotatve engine starting pinion 12 relatively to the stationary abutnent pinion 11 is due to a wedging or cam action of the teeth of the planetary pinions 20 and 21 exertcd between the teeth of the anchored abut- 'ment pinion 11 and those of the mov'able the gear members vary as to relative diameters aft-er the manner of ordinary gear-ing. For example, the engine-starting pinion 12 could be of larger diameter than the abutment pinion 1 1 and have any convenient number of teeth, the ends of theplanetary pinmeshing with the spiral teeth of the spiraltoothed pinion having the clutch member to receive rotation therefrom or to impart rotation thereto and adapted to Shift the slidable clutch member of the spiral-toothed pinion into engag'ement with the clutch member on the gearing carrier to operate the dynamo-motor as a dynamo from the slidable clutch member through the gearing carrier. i

11. An engine starter comprising, in' combination with the engine shaft, a dynamomotor having an armature shaft, a planetary gearing carrier concentrically connected to the armature shaft of the dynamo-motor to receive rotation therefrom or to transmit rotation thereto, an abutment member concentric with the armature shaft and gearing carrier, a ratchet device controlling the abntment member so that it can rotate in one direction only, an anchor sleeve concentric with the armature shaft and carrying the abutment member, an engine-connected engine-starting sleeve concentric with the armature shaft, an engine-starting member fixed on the engine-connected sleeve, planetary gearing journaled on the gearing carrier and coperative with the abutment member and the engine-starting member to impart rotation from the dynamo-motor operated as a motor to the engine-connected sleeve, a spiral-toothd pinion rot-atable With and slidable longitudinally of the engineconnected sleeve, the spiral-toothed pinion and the gearing carrier having coperative .clutch members adapted tobe en'gaged or disengaged by the longitudinal movement of the spiral-toothed pinion to lock the latter to the gearing carrier or todisconnect t therefrom, and a spiral-toothed gear on the engine shaft meshing with the spiraltoothed pinion and adapted to Shift such pinion longitudinally to enga e the clutch members for Operating the dinamo-motor as a dynamo through the gearing carrier without relative movement of the parts of the gearing. t

\ 12. In an engine starter, the combination of an engine-connected gear, an enginestarting member, a pinion permanently rotatve wth the en ine-starting member and permanently mes in with such r and adapted to be shifte longitudinal y in one direction or `the other according as the gear or the pinion is the driver, such pinion having a clutch member, and a second 'clutch member with which the clutch member of the pinion is adapted to be engaged or disengaged by reason of the longitudinal shifting of the pinion on the one direction or in the other. I

13. In an engine starter, the combination of an inclined-tooth gear permanently rotatively `connected with the engine, an enginestarting member, an inclined-tooth pinion the gear from the engine-starting member,

the pinion having a clutch mem r, and a second clutch member with which the clutch member of the pinion is adapted to be engaged or disengaged by reason of the longitudinal Shift-ing of the pinion in 'the one direction or the other.

14. In an en ine starter, the conbination of a spiral-toot ed gear rotatively connected with the engine, a rotative engine-starting member having its axis transverse to that of the s iral-toothed gear, a longitudinally shiftable spiral-toothed 'pinion permanently rotative with the engine-startn member and permanently meshing with t e s iraltoothed gear so as to be shifted lon tudinally by end thrust on the inion in t e one drives the gear from the engine-starting -member in an engine-starting operation or the gear drives the pinion from the engine after the engine has started, such pinion having a clutch member, and a second clutch member with which the clutch *member of the pnion is adapted to be engaged 'or disengaged by the longitudinal shifting of the pinion in the one direction or the other.

15. An en ine starter comprising, in combination, a operative as speed-reducing gearing from the dynamo-motor to the engine and as speed-multiplying gearing from the engine to the dynamo-motor, a second set of gearing constituting speed-reducing gearing connecting the dynamo-motor to the first set of aring and prov ding for the operation o the dynamo-motor as a motor to effect an enginestarting operation throu h both sets of gearing Operating as spee -reducing gearing, and automatically acting clutching means for discontinuing the operation of the second set of gearing and connecting the hast set of gearng directly with the dynamo-motor to operate the dynamo-motor as a dynamo' without the operation of the second setof gearng and with the first set of gearing operatng as sped-multiplying gearing.

16. An engine starter comprisng, in combnaton, an engine-connected member an engine-starting electric motor at one side of the engine-connected member, speed-reducing gearing for the motor at the other side of the engine-connected member, and powertransmittm connections connecting 'the speed-reducng gearin and the engine-connected member inclu ing clutchng means for connecting the motor to such member to efl'ect an engine-starting` operation.

1o. ynamo-motor, a set of gearmg gine-starting operation from the motor the gearin for effecting an engine-starting operation rom the motor through the reduc-,

mg gearing.

5. An engine Starter comprising, in combination, an engine shaft, a dynamo-motor at one side of the' engine shaft having an armature shaft extending transverse to the engine shaft to the other side of the engine shaft, speed-reducing gearing connected to the armature shaft a't the other side of the engine shaft from the dynamo-motor, an engine-connected sleeve surrounding the armature shaft intermediate the dynamo-motor and gearing, a spiral-toothed gear fixed on theengine shaft, a spiral-toothed pinion rotatable with and slidable longitudinally of theengine-connected sleeve, and clutching means controlling the gearing and actuated by s liding movement of the spiral-toothed pnion imparted by the spiral-toothed gear on the engine shaft.

6. An engine Starter comprising, in combination, a dynamo-motor, an engine-.connected engine-starting member, speed-reducing gearing connectmg the dynamo-motor to the engine-starting member, means cooperative with the 'speed-reducing gearing and engine-starting member for starting the engine from the dynamo-motor operated as a motor, and a clutch device adapted to be shifted by the engine to form aconnection for actuating the dynamo-motor as a dynamo without relative movement of the parts of the gearing.

7. An engine Starter comprising, in combination, a dynamo-motor. a planetary gearng carrier adapted to be rotated by the dynamo-motor, an engine-connected enginestarting member concentric with the gearing carrier, planetary reducing gearing connecting the gearing carrier and the engine-startmg member, means coperative with the planetary reducing gearing and enginestarting member for starting the engine from the dynamo-motor operated as a motor, and a clutch device, one member of which is carried by the gearing carrier and the other member of which is concentric with the engine-starting member and movable longitudinally thereof by the engine to connect the engine-starting member to the gearing carrier so as to operate the dynamomotor as a dynamo without relative movement of the parts of the gearing.

8. An engine Starter comprising, in combination with the engine shaft, a dynamomotor, an engine-connected engine-starting member, speed-reducing gearing connecting the dynamo-motor to the engine-starting member, a spiral-toothed gear fixed on the engine shaft, a spiral-toothed pinion forming a permanent connection between the engine-starting member and such spiraltoothed gear and having a clutch member, means coperative With the reducing gearing and other connections for starting the engine from the dynamo-motor operated as a motor, and means including a second clutch member with which the clutch member of the spiral-toothed pinion is adapted to be engaged by the engine to operate the dynamo-motor as a dynamo Without relative movement of the parts of the gearing.

9. An engine Starter comprising, in combination with the engine shaft, a dynamomotor, an engine-connected engine-starting member, speed-reducing gearing connecting the dynamo-motor to the engine-starting member, a spiral-toothed ear fixed on the engine shaft, a spiral-toot ed pinion 'forming a permanent connection between the engine-starting member and such spiraltoothed gear and having a clutch member, means coperative With the reducing gearing and other connections for starting the engine from the dynamo-motor operated as a motor, means including a second clutch member with which :the clutch member of i the spiral-toothed pinion is adapted to be engaged by the engine to operate the dynamo-motor as a dynamo without relative movement of the parts of the gearing, and means for disengaging the clutch members when the engine stops.

10. An engine Starter comprising, in combination with the engine shaft, a dynamomotor, a planetary gearing carrier connected to the armature shaft of the dynamo-motor to receive rotation therefrom or to transmit rotation thereto, an abutment member concentric with the gearing carrier and mounted for movement in one direction only of rotation, an engine-connected enginestarting member concentric with the abutment ember, planetary reducing gearing connecting together the gearing carrier and the abutment member and the engine-starting membeyto impart rotation to the engine-starting member at a reduced rate for starting the engine at a reduced speed ratio from the dynamo-motor operated as a motor, a combined spiral-toothed pinion and clutch member rotat able with and slidable longitudinally of the engine-starting member, the gearing carrier having a clutch member coperative with the slidable clutch member, and a spiral-toothed gear whose axis is disposed transverse to that of the armature shaft fixed on the engine shaft and e best advantage 'the availa operated as a dynamo, without storage of the ener In case of high engine\ speed, the centrfugally controlled clutch 9 will slip, so that the dynamo-motor 6 will be drven as a dynamo at a substantially uniform maximum speed, as is well 'known to be desirable. v

Upon stoppin the engine, the clutch members 23 an 8 will automaticall become disengaged by reason of the ying kick or final reverse movement of the engine shifting the s iral-toothed pinion longitudinally to with raw the clutch member '23 from the clutch member 8'. A coiled thrust spring 26 interposed between the clutch members 8 and 23' assists this final back kick of the engine, or will itself separate' and disengage the clutch members should the final engine kick fail to occur. The disengagement of the clutch members 8' and 23' upon the stoppage of the engine leaves the mechanism n condition for effecting the startingof the engine.

` It should-be noted that the spiral-toothed pinion 23 is always in mesh with the en ineconnected spiral-toothed gear 22 rea y to transmit ener y either to or from the engine shaft 1 efl'ectvely and noiselesslv, and also to eflect automatically, positively and noiselessly the engagement or disengagement of the coperative clutch members 23 and' 8' for automatically controlling the speed ratio of the transmission of ener to and from the d nemo-motor and t e engine. It shoul be furthernoted thatthe spiral gear 22, the spiral pinion 23 and the engine-starting sleeve 17 are all permanently rotatively connected with the en ine shaft 1 and rotate therewith during oth energy-generating and engine-starting Operations, and may be correctly referred to as engine-connected parts or engine-connected members. The spiral gear 22 and the 'spiral pinion 23 transmit power during the energy-generating and also during the engine-starting operation, but the engine-starting sleeve 17 transmits power only during an engine-starting operation and rotates idly during the energy generating operation. V

The arran ement of the d nemo-motor 6 at one side o the engine sha t 1 at the front of the automobile, and the reducing gearing, carried by the gearing carrier 8, at the other side of the engine shaft, with the engine-connected parts, including the s ira'l toothed clutch pinion 23, between the ynemo-notor and .the gearin utilizes to the le space on the automobila and also nrovides for carrying out the hereinbefore described mechanical features of the invention by means of which automatic control and eflectiveness of operation are secured. i

It should be understood that the combined engine shaft and starter shaft 1 may extend back as an integral piece through the engine, or this shaft may be made up of a plurality OI' joined alined parts, as desired or. according to the requirements of the installation.

By reason of its exposed condition at the front of the automobila, the draft of air 'from the traveling movement will keep the 'such cooling arrangement becoming evident by the continued running of the dynamomotor 6 as a dynamo without objectionable heating.

It is obvious that various modifications may be made in the construction shown in the drawings and above particularly described within the principle and scope of my invention. I

I claim: e

1. {ku engine starter comprising, in combinaton, an engine shaft, an engine-starting electric motor at one side o the engine shaft,`speed-reducing gearing for the motor at the other side of the engine shaft, and an engine-connected part connected with the engine shaft between the motor and the gearing and connected with the gearing for efl'ectng an engine-starting operation from the motor through the reducing gearing.

2. An engine starter comprising, in combination, an engine shaft, a dynamo-motor at one side of the engine shaft, speed-reducing gearing at the other side of the engine shaft, an engine-connected part connected with the engine shaft between the dynamo-` i motor and the gearing and connected with the 'gearing for efl'ecting an engine-starting operation 'through the gearing from the dynamo-motor operated as' a motor, and automatically acting clutching means for discontinuing the operation of the gearing and connecting the engine-connected part with the dynamo-motor to operate the dynamo-motor as a-dynamo without the operation of the gearing.

3. An engine starter comprising, in combination, an engine shaft, an engine-starting electric motor at one side of the engine shaft and having its armature shaft arranged transverse to' the engine shaft, speed-reducing gearing for the motor at the other side of the engine shaft connected with the armature shaft of the motor, a gear on theengine shaft, and a, pinion positioned intermediate of the motor and gearing meshing with the gear on the engine shaft and connected with the gearing for efiecting an enions 20 and 21 which mesh with such a larger engine-starting pinion being correspondingly reduced, the several sets of teeth, however, still being so spaced as to secure the hereinbefore described steppin forward wedging or cam action, and also n this case additionally securing a further reduction due to the usual lever action of the interengagin pinions of different diameters. However, or Simplicity of construction, I prefer to employ abutment and reducing pinions or gears, such as 11 and 12, of equal diameters but with a slightly different number of teeth, and unformly diametered planetary pinions, such as 20 and 21, of any suitable diameter and number of teeth.

The engine-starting sleeve 17 is shown as disposed in a plane at right angles to the engine shaft 1 and is permanently rotatively connected to the engine shaft 1 through spiral reducing gearing which, in the engine Starter illustrated in the drawings, gives a further reduction of one to three, making a total spe'ed reduction from the armature shaft 7 to the engine shaft 1 of one to fortytwo. The spiral gearing includes a spiraltoothed gear 22, constituting an engine-connected member, fixed on the engine shaft 1,

which in the Construction shown also consti-' tutes a Starter shaft, and a combined spiraltoothed pinion and clutch member 23 splined on the engine-starting sleeve 17 to rotate therewith but left free to be shifted longitudinally. The spiral teeth of the gear 22 and of the pinion 23 are disposed at a suit` able angle to permit either the gear or the pinion to be the driver, the angle of the teeth, as shown in the drawings, being fortyfive degrees, but 'other suitable angles could be used, for example, the spiral teeth on the pinion could be at thirty-five degrees to a plane of rotation and those on the gear at fifty-five degrees.

The end of the spiral-toothed pinion 23 adjacent the gearing carrier 8 has formed thereon a clutch member 23", shown as having inclined clutch teeth projecting toward the gearing carrier. 'The adjacent part of the gearing carrier 8 has thereon a clutch member 8 provided with clutch teeth inclined correspondingly to those of the clutch member 23 and adapted to coperate therewth. The inclination or direction of twist of the teethof the spiral-toothed pinion 23 and the spiral-toothed gear 22 is such that the end thrust developed thereby will hold the clutch member 23 out of engagement with the clutch member 8 when the spiraltoothed pinion 23 is driven by its sleeve 17 in the engine-starting operation, the direction of the engine-starting torque being indicated by the arrows 24 in Figs. 2 and 5. The spiral-toothed pinion 23 has a sleeve portion extending back to the journal box 16 adjacent to the dynamo-motor 6 where it is provided with ball bearings, including a supporting hearing and a thrust hearing.

When the engine is started, its speed nnder self-actuation is immediately accelerated so that there is a reversal of torque and rotation at an increased rate is transmitted from the engine connected spiral toothed gear 22 to the spiral-toothed pinion 23 in the same direction in which it has been moving in efl'ecting the starting of the engine. T he immediate or first result is that the side thrust of the spiral-toothed gear 22, in the direction indicated by the arrows 25 in Figs. 2, 5 and 7, transmits end thrust to the spiraltoothed pinion 23 in the direction to Shift the spiral-toothed pinion along the outer sleeve 17 and 'to bring' about the engagement of the clutch member 23, carried by the spiral-toothed pinion 23, with the clutch member 8 carried by the adjacent gearing carrier part 8, the perpendicular faces of the coperating clutch teeth engaging and rotatively locking the gearing carrier 8 to the spiral-toothed pinion 23 to rotate therewith and to be driven thereby.

When the spiral-toothed pinion 23 is rotatively locked to the gearing carrier 8, the dynamo-motor 6 will be actuated as a dynamo directly through the gearing carrier 8 from the spiral-toothed pinion 23 through the interengaged clutch members 23 and 8 .without'relative movement of the'parts of the gearing, the planetary pinions 20 and 21, the engine-starting pinion 12 and the abutment pinion 11 all moving idly together with the gearing carrier 8, the undirectonal clutch or ratchet device 14-15 permttmg such rotation of the abutment pinion 11 and its anchor sleeve 13, the armature shaft 7, inner sleeve 13 and outer sleeve 17 now all rotating together, the inner and ou ter sleeves 13 and 17 now merely rotatng idly, the power of the engine being transmitted through the gear 22, pinion 23, gearing carrier 8 and clutch 9 to the armature shaft 7. The dynamo-motor wll now be actuated as a dynamo at a higher rato of speed transmitted from the engine shaft 1 e than the rato of speed which as a motor it transmitted to such engine shaft, and such ratio will, in the Construction illustrated, be

at the multiplied rate of three to one,

brought about by the spiral gearing 22-23,

The entire arrangement is such as to permit the use of a small and compact high-speed*- dynamo-motor. When the dynamo-motor s' actuated as a dynamo, it is employed to efl'ect the storage of electrical energy which may be utilized in the engine-starting operation. Also, of course, such stored electrical energy may be otherwise utilized, such as for providing lighting and ignition current, et cetera. Also, of course, for other than engine-starting purposes, current may be taken directly from the dynamo-motor,

17. An engine Starter comprising, in combination, an engine-connected member, a dynamo-motor at one side of the engineconnected member, speed-reducing gearing at the other side of the engine-connected member connected with the engine-connected member and with the dynamo-motor to efi'ect an engine-starting operation through the gearing from the dynamo-motor operated as a motor, and power-transmitting connections connecting the speed-reducng gearing and the engine-connected member including automatically acting clutching means for connecting the engine-connected member with the dynamo-motor and discontinuing the operation of the speed-reducing gearng to toperate the dynamo-motor as a dynamo without the operation of the speed-reducmg gearing.

18. An engine Starter comprising, in combination, an engine-connected gear, an engine-starting electric motor at one side of such gear having an armature shaft arranged transverse to the axis of such gear, speedreducing gearing for the motor at the other side of the engine-connected gear connected with the armature shaft of the motor, and a pinion meshing with the engine-connected gear and connected with the speed-reducng gearing to efl'ect an engine-starting operation from the motor through the speed-reducing gearing.

In testimony whereof I have afiixed my 'signature in resence of two witnesses.

NRY GIBSON O'NEILL. Witnesses HENRY D. WILLIAMS, WILLIAM ASHLEY KELLY. 

